The Piper Meridian is the perfect blend of efficiency and performance. The high-powered engine allows for agility and notable speed. With its high speed performance, the plane picks up altitude pretty quick and with total ease. Known to be both the lowest acquisition cost and the lowest fuel burn in the turboprop class of aircraft , the Meridian has unmatched value when it comes to  personal aircraft.
Here’s what you need to know when buying the Piper Meridian.
The AppearanceIt is easy to see that the Meridian shares quite a lot of similarities with its piston-powered counterpart, the Mirage. It utilizes a common fuselage that also features a pressurized, six-place cabin. It stands at 11.3 feet tall and about eight inches when measured from the spinner to the tail. It is a bit longer than the Mirage because of the elongated turbine engine. It has a wingspan of 43 feet and a formidable ramp presence. It also has a four-blade Hartzell prop, the distinctive PT6 turboprop exhaust stacks, and a wing shape that is different than the rest of the Piper  aircraft. All these attributesgive the Meridian an all together distinctive look. .

Safety UpfrontWith the advanced configuration of the integrated GFC 700 flight control systemand the Garmin G1000 flight deck, this sophisticated system provides you with all the tools you need to fly this aircraft securely and comfortably. With intuitive controls, heightened situational awareness, and redundant systems, the Meridian cockpit is a perfect mix made of high performance and advanced technology.
Upgraded InteriorsIt is commonly accepted that the Meridian interiors are simply superior to the rest. The moment you climb up the air stairand into the cabin, you will get a business-jet like vibe from the Meridian’s interiors. There is room to stretch out comfortably with the club seating and foldable workstation . The interiors are a luxurious blend of leather and plush carpeting. The Meridian definitely offers a classy experience.
If you’re looking for purchasing advice on the Piper Meridian, Master Instructor Dick Rochfort provides buyer consulting services for the Piper PA46 fleet. Get in touch now for more details.

If you want to Master the PA46, you’re going to need an experienced PA46 instructor who has considerable experience as well as training expertise.
So, how do you go about choosing the right instructor? What are the things you should keep in mind? Read on to find out.
Choose an Instructor That Has the Most Relevant ExperienceWhen it comes to choosing a PA46 instructor, you’re entrusting them with everything, so it is only natural that you look for the one with the most expertise. Your instructor should have, at the least, one type rating, an ATP (airline transport pilot) certificate, 5,000 hours in the PA46 aircraft as the pilot-in-command, and 5,000 hours of flight instruction given. Instructors who don’t have this minimum experience will not be able to provide you with the right training. Check the instructor’s resume and verify their credentials before signing up with them.
Consider a PA46-Specialized InstructorIf you’re going to be learning how to fly the PA46, who best to it from than a PA46 Master Instructor himself? You should consider an instructor that is dedicated to working exclusively with PA46 aircraft, pilots, and owners. They’ll be able to provide you with better technical expertise.

When it comes to pilot training, practice is doubly important; flying a machine thousands of feet in the air is not your regular, everyday activity. The stakes are much higher; your life may be at risk too. So, practicing hard and practicing often is one of the foremost rules of becoming a better pilot.
If you’re piloting for recreational purposes, training often will not only make your journey that much easier, it will also give you a sense of self-confidence in your piloting abilities.
Focus on QualityThe number of hours you put in practicing flying is not the only thing that matters; you must also focus on quality. ‘Fly more’ doesn’t automatically mean an improvement; if you’re practicing with laser-like concentration; you’ll be able to perfect specific skills in a better manner.
Don’t Overdo ItWhile training often with a focused mind is a good way of achieving your aviation aims; overdoing it could reverse all the progress you’ve made. Once our skills reach a place where we think we’re “good enough”, our mind automatically tends to go on autopilot; scientists call it the OK Plateau. Your flying skills are muscles that need to be exercised in moderation. The best way to avoid hitting the OK Plateau is to keep switching up the game. If you’re practicing the same thing over and over again, you won’t be learning much. Try out new things that can perfect your flying skills.
Train Safely with an InstructorWhile practicing on your own is important, it is vital to have a mentor that can train you into being an even better pilot. Train with someone who has considerable experience and knowledge of flying the particular aircraft you wish to fly. Under the tutelage of an experienced instructor, you will be better able to hone your aviation skills.
Train with Master Instructor Dick RochfortIf you’re planning on improving your flying skills in a Piper PA46 aircraft, RWR Pilot Training owner and instructor Dick Rochfort offers top-notch pilot training and related services for the owners and pilots of the PA46 aircraft. Get in touch now for more details.

Novice aviators often charter the tricky territory of private aviation with a load of myths and misconceptions lurking at the back of their minds. These misunderstandings can potentially interfere with their training and keep them from experiencing of the true satisfaction in flying a PA46.
These various myths regarding private aviation can perpetuate the idea that flying the PA46 is too complex and out of reach for many but a select few. These myths can often deter people who have genuine interest in aviation to not pursue it at all.
But let’s make PA46 training more transparent and less complicated by dispelling these most common quasi-truths.
Myth#1: Aviation is Only a Hobby for the AffluentMany are of the view that aviation and recreational pilot training are merely a luxury pastime for the rich, but that is not so. Aviation training extends past aviation hobbyists; novices looking to enter the industry can take Piper PA46 training courses in the form of attractive packages from training service providers.
Myth#2: You Have to Be Extra Smart In Order to Fly a PlaneWhile developing a basic understanding of the principles of physics and trigonometry will help aspiring pilots; it is not necessary to have an advanced degree in order for you to enjoy flying the PA46. Anyone who has a passion for flying and planes such as the Piper PA46 can take training and learn to fly them well. While there are complex topics that need to be mastered in the course of your training session, with the right guidance, you will be able to see good progress.
Myth#3: It Will Take You Years of Learning to Fly the PA46Your PA46 initial training may take you months to really get the hang of but it won’t take you years to complete. It all boils down to how much time and effort you’re willing to dedicate to your training. Along with getting trained by an instructor who has specific knowledge and experience in flying the PA46, you will also need to commit to it on a personal level. Consistency and continuity are crucial for helping you complete your training in a timely and effective manner.
Myth#4: Aviation is a Dangerous Extreme SportThis notion, perpetuated by movies, is quite simply not true. Small-aircraft aviation training is not considered to be an extreme sport; in fact, it is quite safe and is suitable for people from all walks of life. It doesn’t require superhuman abilities to be able to pilot a PA46. With the right guidance and training under an experience instructor, piloting a PA46 can be quite fun and rewarding.
About RWR Pilot TrainingThose in search of top-notch PA-46 training services can get in touch with RWR Pilot Training owner and instructor Dick Rochfort. We offer excellent pilot training and related services for the owners and pilots of the PA-46 aircraft.
Get in touch now for more details.

QUESTION – I know what the POH says, but is 2400 feet really enough runway for a Malibu, Mirage or Meridian?

ANSWER – I’m Glad You Asked!

The short answer to this question is yes, in many cases, but how can we know for sure? Clearly this is a density altitude related discussion and the full and complete answer lies in the performance section of your POH, so look there first.

Now, some of you may say, “I checked the POH and it says that the aircraft can do it, but I don’t trust this data since the aircraft is not new and I am not a test pilot”. So how can we be sure?

According to The Airman’s Information Manual (AIM), it is possible to judge your aircraft’s current performance by using the ½ runway rule. Now, this rule is provided for unimproved runways; however, we can apply it to improved runways as well. The ½ runway rule is stated in AIM 7-5-7 as follows:

When installed, runway half-way signs provide the pilot with a reference point to judge takeoff acceleration trends. Assuming that the runway length is appropriate for takeoff (considering runway condition and slope, elevation, aircraft weight, wind, and temperature), typical takeoff acceleration should allow the airplane to reach 70 percent of lift-off airspeed by the midpoint of the runway. The “rule of thumb” is that should airplane acceleration not allow the airspeed to reach this value by the midpoint, the takeoff should be aborted, as it may not be possible to liftoff in the remaining runway. Several points are important when considering using this “rule of thumb”:

a. Airspeed indicators in small airplanes are not required to be evaluated at speeds below stalling, and may not be usable at 70 percent of liftoff airspeed.

b. This “rule of thumb” is based on a uniform surface condition. Puddles, soft spots, areas of tall and/or wet grass, loose gravel, etc., may impede acceleration or even cause deceleration. Even if the airplane achieves 70 percent of liftoff airspeed by the midpoint, the condition of the remainder of the runway may not allow further acceleration. The entire length of the runway should be inspected prior to takeoff to ensure a usable surface.

c. This “rule of thumb” applies only to runway required for actual liftoff. In the event that obstacles affect the takeoff climb path, appropriate distance must be available after liftoff to accelerate to best angle of climb speed and to clear the obstacles. This will, in effect, require the airplane to accelerate to a higher speed by midpoint, particularly if the obstacles are close to the end of the runway. In addition, this technique does not take into account the effects of upslope or tailwinds on takeoff performance. These factors will also require greater acceleration than normal and, under some circumstances, prevent takeoff entirely.

d. Use of this “rule of thumb” does not alleviate the pilot’s responsibility to comply with applicable Federal Aviation Regulations, the limitations and performance data provided in the FAA approved Airplane Flight Manual (AFM), or, in the absence of an FAA approved AFM, other data provided by the aircraft manufacturer.

In addition to their use during takeoff, runway half-way signs offer the pilot increased awareness of his or her position along the runway during landing operations.

It is important that you know the midpoint of the runway. I get this information sometimes from the airport diagram by noting the position of intersecting taxiways. If there is no obvious way to get the midpoint, I taxi the full length of the runway counting the centerline stripes. I then taxi back downwind counting half of the stripes and note a landmark at the midpoint.

I complete a thorough run-up and a runway environment flow. I use 20 degrees of flaps instead of 10 degrees. I then taxi into position, hold the toe brakes, and set full power. I use the same “callouts” on the short field takeoff roll as I do on a runway of normal length and they are as follows:

Ø  Airspeed alive

Ø  Gauges green

Ø  Annunciator clear

Ø  60 knots – crosscheck (this callout should occur at or prior to the ½ way point; typically before the 1000 foot mark)

Ø  80 knots – rotate and pitch for 12 degrees nose up (Vx) (visually this is one dot above the 10 degree bar on the attitude indicator)

Ø  Positive rate and clear of obstacles - lower the nose to 8 degrees nose up (Vy)

Ø  Flaps up to 10 degrees

Ø  Gear up

Ø  Passing 100 knots - Flaps up (do not look away from the attitude indicator for more than a quick glance to ensure the pitch attitude remains positive and correct.

Ø  Trim for the deviation (flight director) bars

Ø  Autopilot on

Ø  Verify “D bars in the blue” and that the aircraft is performing as commanded.

I suggest that you practice this procedure before applying it to an actual short field departure and here is how you can do just that:

The next time you are departing from a runway with precision approach markings, take a close look at the runway distance markers. These markers are 500 feet apart. This means that the second set of markers (officially known as the aiming point, and affectionately known as the captain’s bars) is 1000 feet from the threshold.



Let’s say you want to know if you can depart from a 2000 foot runway. You can simulate taking off on a 2000 foot unobstructed runway by using the distance markers on any runway which is so equipped. According the ½ way rule, your Malibu, Mirage or Meridian aircraft should be at 60 knots (70% of your rotate speed) before reaching the captain’s bars on the takeoff roll. If the aircraft is not at 60 knots by this ½ way point, you should use the remaining 1000 feet to abort the takeoff.

Since many things can affect the performance of your aircraft, the ½ way rule may not work effectively if runway conditions are inconsistent, such as with snow and slush.

                                                                                                             

If you are concerned about landing performance, remember: Your Meridian aircraft is capable of landing on any surface from which it can safely takeoff, given the same conditions and proper technique.

I recommend that you consider noting the position of the aircraft at 60 knots on every takeoff. It will help you spot any deficiency which adversely affects aircraft performance and give you the confidence to safely operate your aircraft under a greater variety of conditions.
Fly Safely – Train Often

 

Dick Rochfort, ATP, CFII

Master Instructor


410-435-3333

mail@rwrpilottraining.com

www.rwrpilottraining.com

 

“I’m Glad You Asked” is a regular column written by Master Flight Instructor Dick Rochfort. Dick answers questions which come up frequently while conducting training in the Malibu, Mirage and Meridian aircraft. If you have a question for Dick, you can send it to him at mail@rwrpilottraining.com. He’ll be … “glad you asked”.

The red line represents the Flight Aware radar track superimposed over the GPS-A at Truckee Airport (figure 1). As of this writing, we don’t know what clearance was received and the track is only an approximation, but it suggests that a non-standard procedure turn was flown and that the missed approach was not flown in a timely manner or in the correct direction.

Staying on the thick black line of the procedure is arguably the most important critical task. One common error which can cause confusion which can lead to this type of accident is a failure of the GPS to automatically sequence during the approach. This subtle but entirely predictable event can lead to a major loss of SA (situational awareness) and/or a serious distraction.

There are a variety of reason why Garmin will not sequence when expected and the logic of this behavior is consistent throughout the GPS Navigator community. The give-away is the green “SUSP” above the OBS button (fig-2). “SUSP” (suspend in Garminology) means that sequencing will not occur; therefore tapping the button will initiate a manual sequence. The remedy is to keep vigilance for the occurrence of a failure to sequence and to simply tap the OBS button to remove the “Suspend” feature or to reactivate the correct leg of the approach using the time honored “direct-direct-enter” sequence. If Garmin sees the aircraft in the correct location, auto sequencing will resume. Note that the current aircraft location in this case (fig–2) is over IPODY, 5 miles outside of MARDR. It is easy to get busy, get distracted and miss the “SUSP” annunciator at this point because IPODY is the final approach fix and typically gear and flaps are introduced here with a power reduction and possible a desire to talk on the radio.

Note also the importance of having cumulative distance (CUM as opposed to DIS) displayed on the flight plan page so there is no confusion about total distance from a particular fix.

While it is well understood that too much information can be a bad thing, it is also true that not enough information can be worse. Note that the map page in Fig 3 shows the aircraft 5 ¼ miles PAST MARDR. MARDR is the Missed Approach point. The best way to keep situational aware is to use the #1 navigator in Map mode (fig-3) and the #2 navigator on the flight plan page with a ‘CUM” distance displayed. Both units should be set to auto cross-fill to ensure that both units are giving proper information.